Railway switch operating apparatus



2 Sheets-Sheet 1 TOR HIS ATTORNEY Walt W. L. STOUT RAILWAY SWITCH OPERATING APPARATUS Original Filed Sept. l2, 1956 Aug. 9, 1938.

Aug, 9, 1938. w. l.. sToUT RAILWAY SWITCH OPERATING APPARATUS Original Filed'Sept. l2, 1936 2 Sheets-Sheet 2 Il /llln l H297 ATTOR N EY QN @i w Q QW Patented Aug. 9, 1938 2,126,675 PATENT oF-FICE 2,126,675 RAILWAY SWITCH OPERATING APPARATUS Walter L. Stout,

Penn Township, Allegheny County, Pa., assgnor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application September 12, 1936,r Serial No. 100,452 Renewed January H15, 1,938,

26 Claims.

p My inventionl relates to railway switch operating apparatus, and particularly to apparatus for operating spring switches.

AOne objectof my invention is to provide means which, when a train trails a spring switch, becomes effective to force the switch points to, and holdv them in, positions opposite to their initially set positions until after the train has completely passed the switch, whereupon the switch points lo, will be automatically restored to their initially set positions.

Another object of my invention is to provide means of the type described which will not inter'- fere in any way with manual operation of, the switch.

Another object of my invention is to provide means of the type described which will not materially increase the force required for a trailing train to` move the movable rails of the switch away from their initial positions.

A further object of my invention is to accomplish the above enumerated objects with a minimum amount of apparatus of standard construction.

I will describe three forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a top plan View, partly cross sectioned, showing a spring switch provided with one form of switch operatin-g apparatus embodying my invention. Fig. 2v is a sectional View of the biasing unit U forming part of the apparatus illustrated in Fig; 1. Fig. 3 is a top plan View, partly cross sectioned, showing a spring switch provided with another form of switch operating apparatus embodying my invention. Fig. 4 is a detail view showing a modification of a portion of the apparatus illustrated in Fig. 3. i

Similar reference characters refer to similar parts in all four views.

Referring first to Fig. 1, the reference characterA designates a railway switch, and the reference character B designates a device for operating the switch A. The switch A` comprises, as usual, two fixed rails I and la, and two movable switch points 2 and 2a, the movable switch points being connected together adjacent their tips by. a head rod 3.

'Ihe operating device B, as here shown, comprises a switch stand 4 having its base "ItL spiked or otherwise secured to the ties` adjacent the switch A. A gear shaft 6 is journaled in the is connected with the head rod 3 of the switch A by means of a link II and a spring connecting rod C. The spring connecting rod C may have any suitable form, b-ut in the well-known form here shown, this connecting rod comprises a cylindrical housingY I4 yhaving a lateral extension IIIa fastened to the front rod 3. The right-hand end Ib of the housing VIll has a smaller diameter than the body of the housing, while the lefthand end is threaded toreceive a cap I5 having an end I5a similar to the end I4b. Slidably mounted in the opening in the end Mb is a Sleeve I6 provided with an annular flange I6a located within the housing IA, and similarly mounted in the opening in the end I5a is a sleeve I1 provided with an annular flange I'Ia located within the housing I4. A spring rod I2 extends through both sleeves I6 and I'I with suflicient clearance to permit the rod to slide freely in the sleeves, and this rod carries a compression spring 2l] which engages the sleeves of the annular flanges, and urges the sleeves toward the positions in which the annular flange IIS2t of the sleeve lengages the shoulder formed on the inside of the housing I4 by the en d Mb, and the annular flange I'Ia of the sleeve II, engages the shoulder formed. on the inside of the cap I5 by the end I5a. The spring rod I2 is provided with an4v annularshoulder I3 for at times engaging the outer end of the sleeve I6, and with a nut I8 for at times engaging the outer end of the sleeve I'I. Thespring rod I2 is also provided with a nut I9 for locking the nut I8 in an adjusted position. The right-hand end of the spring rod I2 is pivotally attached to the link II.

The apparatus thus far described is well-known and its operation. will be made clear as the description proceeds. l

Associated with the switch A, the switch operating device B, and the spring connecting rod C isa biasing device U embodying my present invention whichbiasing deviceI will now describe. As here shown, this biasing device comprises a cylinder 2| containing a reciprocable piston 22 attachedr to one end of a piston rod 23, the piston 22 being biased to a forward position in the cylinder 2| by means of a spring 24 interposed between the piston and the rear end of the cylinder. The ycylinder 2| is pivotally connected with the long arm of a bell crank lever 25 by means of truhnions 2,6 formed on the side of the cylinder and, extending through bifurcations 25a formed on the lever 2.5, while the piston rod 23 is pivotally connected at its free end with the long arm 2.12 of a bell crank lever 2'I. `The bell crank lever 25'is pivotally supported in a crank stand 28 and` has. its` short arm `25b operatively connected with the spring rod I2 of the biasing device-,Cl by means of an adjustable linkl 28a, while the; bell crank lever 2l is pivotally supported in a crank stand 29 and has its short arm 21b operatively connected with the head rod 3 of the switch A by means of a link 30.

Mounted in the left-hand end of the cylinder 2| of the biasing device U is a magnet valve V. This magnet valve is of standard construction and comprises briefly a valve stem 3| attached to` an armature 32 and surrounded by a winding 33. The valve stem 3| cooperates at its lower end with a valve seat 35 and is biased to an upper position in which the stem is out of engagement with the valve seat by means of a at leaf spring 34 which is interposed between the armature 32 and the upper end of the shell of the magnet.

The valve V controls communication between a port 36 which is connected with the inner end of cylinder 2|, and a port 31 which is connected with atmosphere, in such manner that when the valve is deenergized, the cylinder will be connected with atmosphere through the ports 36 and 31, but that, when the valve is energized, the port 36 will become disconnected from the port 31 and will thus disconnect the inner end of the cylinder from atmosphere. The winding 33 of the valve V is connected with the rails I and Ia in series with a battery D in such manner that this winding will become energized whenever a train, moves over the switch A.

In explaining the operation of the apparatus as a whole, I will assume that the parts are all in their normal positions in which they are shown in the drawings, and that it is desired to move the switch points from their normal positions to their reverse positions, To do this, the handthrow lever III of the switch operating device B is rotated from the position shown through an angle of 180 in a clockwise direction, thereby rotating gear segment 1 and crank 5 in a clockwisedirection, and hence moving link II and spring rod I2 toward the right. The motion of the spring rod I2 toward the right causes a force to be exerted on the switch points 2 and 2a through the medium of nuts I9 and I8, sleeve I1, spring 20, sleeve I6, the end Mb of housing I4, housing I4, and spring rod 3, which force moves the switch points to their reverse positions. During the movement of the switch points to their reverse positions, bell crank levers 25 and 21 are simultaneously rotated in Clockwise directions, and device U, due to its connection, with the bell crank levers, is rotated in a counter-clockwise direction. The levers 25 and 21 and the device U are so arranged, and the parts are so proportioned that the rotation of these parts which takes place under these conditions will cause piston 22 of device U to move inwardly in the cylinder 2| tothe inner end of its stroke, in opposition to the bias of the spring 24, while the switch points are being moved to their mid stroke positions, and then outwardly during the balance of the stroke of the switch points in such manner that when the switch points reach their full reverse positions, the piston 22 will be restored to its normal position in which it is shown in Fig. 2. It will be apparent, therefore, that during the first half of the movement of the switch points to their reverse positions the spring 24 of device U will exert a force on the switch points which opposes their motion, but that, during the secondl half of the movement of the switch points to their reverse positions, the spring 24 will then exert a force on the switch points which aids their motion. It will also be apparent that due to the manner in which the bell crank levers 25 and 21 and the device U are arranged, these parts function like a toggle, with the result that the force which is exerted on the switch points by the spring 24 opposing their movement to their reverse positions will decrease as the switch points approach their mid stroke positions, while the force which is exerted on the switch points by the spring 24 aiding their movement to their reverse positions will increase as the points move away from their mid stroke positions. It will further be apparent that in order to avoid excessive delection of the spring 20 of the spring connecting rod C, this spring should be made sufficiently stiff to exert a somewhat greater force on the points at the beginning of their movement to their reverse positions than is exerted on the points by the spring 24. For example, the parts may be so proportioned that the force which is exerted on the points by the spring 20 when the parts occupy their normal positions will be threefths of the required force and the force exerted by the spring 24 will be two-fifths of the required force. It will be obvious, however, that any suitable proportioning of the parts may be employed. It should be noted that during the movement of the points to their reverse positions, the valve V is deenergized so that no fluid will become trapped in the left-hand end of the cylinder 2| under these conditions. It follows, therefore, that under the conditions just described, the device U exerts practically no resistance to the movement of the switch points other than that due to the spring 24.

After the switch points have been moved t their reverse positions by the device B in the manner just described, they may be restored to their normal positions by restoring the switch throwing lever IIJ to the position in which it is shown in the drawings. The operation of the apparatus` under these conditions is just the reverse of that which takes place when the switch points are moved from their normal positions to their reverse positions, and will be readily understood from the foregoing and from an inspection of the drawings without further description.

I will now assume that the parts are in their normal positions in which they are shown in the drawings, and that a vehicle trails the switch. Under these conditions, as the wheels of the vehicle roll along the xed rail I and movable switch point 2a, the, switch points 2 and 2a will be forced to their reverse positions by the wheels, and since spring rod I2 of spring connecting rod C is now held stationary by virtue of its connection with the switch operating device B, spring 2,0 will become compressed and will exert an increased force on the switch points tending to restore them to their normal positions. The movement of the, switch points toward their reverse positions under these conditions will also cause bell crank lever 21 to be rotated in a clockwise direction in the same manner as when the switch points are moved from their normal positions to their reverse positions by the switch operating device B, but since spring rod I2 is now held stationary, the bell crank lever 25 will remain in the position shown. The rotation of the bell crank lever 21 will cause the device U to again rotate in a clockwise direction, and the parts are so proportioned that the relative rotation of the device U and lever 21 which takes place under these conditions will cause piston 24 of device U to move inwardly in the cylinder 2|, in opposition to the bias of the spring 24, to the inner end of its stroke while the switch points are being moved approximately three-quarters of their stroke toward their reverse positions, and then outwardly a short distance during the balance of the stroke of the switch. It will be seen, therefore, that during the first threequarters of the stroke of the switch points toward their reverse positions., the spring 24 will exert a force on the switch points which opposes their motion, but that during the remainder of thev movement of the switch points, the spring 24 will exert a force on the switch points which aids their motion. It will also be apparent that under these conditions valve V will be energized, with'the result that during the movement of the piston 22 toward the left-hand end of the cylinder 2l which takes place during the first threequarters of the stroke of the switch toward its reverse position fluid in the left-hand end of the cylinder 2| will become compressed to a relatively high pressure, and, as a result, as soon as the toggle formed by the biasing device U and lever 2l passes its dead center position, this compressed fluid will exert a force on the switch points which will assist that exerted on the points by the vspring 24 in urging the points toward their reverse positions. The parts are so proportioned that the total spring force which is exerted on the switch points under these conditions tending to restore the switch points to their normal positions will decrease as the points are moved away from their normal positions by an amount which is substantially proportional to the displacement of the points, and that as soon as the points have passed their three.- quarters stroke positions, the combined force which is then exerted on the points due to the compressed fluid in cylinder 2l and to the spring 24 will exceed the opposing force due to spring 2U by an amount which is suiicient to force the points to their full reverse positions and hold them there as long as the valve V remains energized. Valve V, under these conditions, will remain energized until the train has completed its trailing movement, whereupon it will become deenergized and will thus vent the uid from the left-hand'end of the cylinder 2l. When this happens, the force exerted on the points by the spring 20 will exceed the opposing force due to the spring 24, and will start to return the points to their normal positions. As soon` as the points have been moved toward their normal positions more than one-quarter of their stroke, spring 24 will then exert a force on the points which aids that exerted on the points by ther spring 2B, and it will be apparent, therefore, that theremainder of the movement of the points to their normal positions will be relatively rapid. When the switch points have been restored to their full normal positions, all parts will then be restored to their normal positions in which they are shown in the drawings.

When the switch occupies its reverse position and a vehicle trailsV the switch, the apparatus will function in a manner similar to that just described, and it is thought, therefore, that the operation of the `apparatus under these conditions will be readily understood from the foregoing and from an inspection of the drawings without describing it in detail.

` It should beY pointed out that with` the apparatus constructed in the manner just described, due to the fact that the force which is exerted on, the points by the spring 24l gradually decreases as the points are moved away from their normal positions toward their reverse positions,

the force which must be exerted on` the points to compress the fluid in the cylinder 2| when a train is trailing the switch will not be materially greater than that which must be exerted on the points of spring switches of the usual and well-known type.

It should also be pointed out that with the apparatus constructed in the manner described, the biasing device U would take the place of the usual buiing device so that the total equipment required would be no greater than that which is now employed in spring switches.

It should be further pointed out that with the apparatus constructed in the manner described, since the points are forced to their full reverse positions while a train is trailing the switch, the wear on the points will be materially reduced.

It should further be pointed out that with the apparatus constructed in the manner shown in Fig. 1, if it is desired to permit the switch to be trailed when and only when the switch occupies its normal position in which it is shown in the drawings, the bell crank lever 25 and link 2811 may be dispensed with and the trunnions 26 may be mounted in a suitable fixed support. The operation of the apparatus when modified in this manner will be appar-ent from the foregoing description Ywithout further detailed description.

Referring now to Fig, 3, in the modified form of the apparatus here shownthe head rod 3 and switch operating device B are located somewhat farther back from the tips of the switch points than is the usual practice, and the head rod, in stead of being operatively connected with the biasing device U in the manner shown in Fig. l, is operatively connected by means of a link 3&1 and a bell crank lever 211 with a biasing device U1. This latter biasing device is pivotally supported at its outer end by means of a pivot pin 4@ mounted in a suitable supporting stand 4l, and comprises a cylinder 42 containing a reciprocable piston 43 attached tothe inner end of a piston rod 44. 'Ihe piston 43. is biased to the outer end of its stroke by means of a spring 45, and is provided with a check valve 46 which remains closed during movement of the piston away from its biased position, but which opens and permits fluid to flow freely into the cylinder 42 during movement of the piston 43 toward its biased position. The check valve 4S may have any desired construction, and is shown more or less schematically in the drawings to simplify the disclosure. The lever 211 and device U1 are so arranged, and the parts are so proportioned that during movement of the switch from one extreme position t0 the other, the piston 43 of the device U1 will move inwardly in the cylinder 42, in opposition to the bias of the spring 45 While the switch points are being moved to their midstroke positions, and then outwardly during the balance of the stroke of the switch points in such manner that when the switch points reach their opposite extreme positions, the piston 43 will then be restored to its outer position in whichit is shown in Fig. 3. It will be apparent, therefore, that during the rst half of the movement of the switch points from one extreme position to the other, the spring 45 of the device U will exert a force on the switch points which opposes their motion, but that during the remaining half of the movement of the switch points from either extreme position to their other extreme position, the spring 45 will then exert a force on the switch points which aids their motion. It will also be apparent that due tothe manner in which the bell crank lever 211 Cil and device U1 are arranged, these parts function like a toggle with the result that the force which is exerted on the switch points by the spring opposing their movement will decrease as the switch points are moved toward their midstroke positions and will then increase during the movement of the points to their opposite extreme positions.

The outer end of the cylinder 42 is connected by means of a ilexible pipe 41 and a check valve 48 with a pipe 49, which pipe, in turn, is connected at one end with a magnet valve V1, and at the other end with the lower end of the cylinder 50 of a fluid pressure motor E.

The valve V1 in the form here shown comprises a valve stem 5| biased to an upper position by means of a spring 52, and provided with a winding 53 and an armature 54. When valve V1 is deenergized as shown in the drawings, the valve stem 5| is held in its upper position by means of the spring 52, and under these conditions, the pipe 49 is connected with atmosphere through a port 55. When, however, valve V1 is energized, valve stem 5| of this valve moves downwardly and disconnects the pipe 49 from the port 55, thus disconnecting the pipe 49 from atmosphere. The winding 53 of the valve V1 is connected with the rails and |a in series with the battery D in the same manner that the winding of the valve V shown in Fig. l is connected with the rails I and la, and it will be apparent, therefore, that the valve V1 will become energized whenever a train passes over the switch A.

he cylinder 50 of the fluid pressure motor E is pivotally supported at one end on a pivot pin 56 mounted in a stand 51 secured to a supporting plate 58 attached to two of the crossties on which the switch A is mounted, and this cylinder has slidably mounted therein a reciprocable piston 59 attached to the inner end of the piston rod 69. The outer end of the piston rod 60 is pivotally connected to two toggle links 6| and 62, the free end of one of which, 6|, is pivotally attached to one end of a front rod 63 that connects the switch points 2 and 2a of the switch A at their tips, and the free end of the other of which links, 62, is pivotally mounted in a stand B4 secured to the plate 58. The parts are so proportioned that when the switch occupies its normal position in which it is shown in the drawings, the toggle formed by the links 6| and 62 will be collapsed, and the piston 59 will occupy the lower end of its stroke, but that, when the switch is moved to its reverse position, the toggle formed by the links 6| and 62 will then be moved nearly to its dead center position, and the piston 59 will be moved to its projected position.

With the apparatus constructed in the manner shown in Fig. 3, it will be apparent that when the switch points are moved to either their normal or their reverse positions by the switch operating device B, they will be biased to such positions by both the spring 2D of the spring connecting rod C and also by the spring 45 of the biasing device U1 in essentially the same manner that the switch points in Fig. 1 are biased to either extreme position to which they are moved by the switch operating device B by both the spring 20 of the spring connecting rod C and also by the spring 24 of the biasing device U, the parts preferably being so proportioned that the spring 20 of the spring connecting rod C will exert about three-fths of the total biasing force and the spring 45 of the biasing device U1 the remaining two-fifths of the total biasing force. It' will also be apparent that when the switch points are being moved from either extreme position to the other by the switch operating device B, the valve V1 will then be deenergized, so that any fluid which tends to become compressed in the cylinder 42 of the device Ul during the movement of the switch points to their midstroke positions under these conditions will be permitted to escape to atmosphere through the pipe 41, check valve 48, pipe 49, and port of valve V1, and that, as a result, while the piston 59 of the fluid pressure motor E will be moved from one end of its stroke to the other due to the movement of the switch points, the uid pressure motor will not exert any force on the switch points other than the inconsequential force due to friction.

I will now assume that the parts occupy their normal positions in which they are shown in the drawings and that a train trails the switch. Under these conditions, the valve V1 will be energized, and as a result, the air which becomes compressed in the cylinder 42 of the biasing device U1 during the movement of the switch points to their mid stroke positions will be forced into the lower end of cylinder 50 of fluid pressure motor E and trapped there. The air which thus becomes trapped in motor E will act through the medium of the piston 59, piston rod 6|), and toggle links 6| and 62 to exert a force on the switch points which will assist that due to the spring 45 of the biasing device U1 in urging the switch points to their reverse positions, and the parts are so proportioned that the combined force which is exerted on the switch points under these conditions due to motor E and spring 45 will exceed the opposing force due to spring 2E) of spring connecting rod C by an amount which is suicient to force the points to, and hold them in, their full reverse positions as long as valve V1 remains energized, it being noted that as the points approach their full reverse positions, the toggle links 6| and 62 will approach their dead center positions, thus making it possible to exert a relatively large force on the points tending to hold them in their reverse positions with a relatively small force on piston 59. The points will, therefore, remain in their full reverse positions under these conditions until the train has completely passed the switch, at which time the resultant deenergization of valve V1 will permit the fluid which was previously supplied to motor E to escape, and will thus permit the spring 20 to start to return the switch points to their normal positions. During this movement of the points to their normal positions, the spring 42 of the biasing device U1 will become effective to assist the spring 20 in moving the points as soon as the points have passed their mid stroke positions, as was pointed out hereinbefore. When the switch points reach their full normal positions, all parts will then be restored to their normal positions in which they are shown in the drawings,

It should be pointed out that with the apparatus constructed as shown in Fig. 3, the switch is not intended to be trailed when it occupies its reverse position and as a result if a train does trail the switch, it will be an abnormal operation, and this operation need not, therefore, be described herein.

It will be readily understood that it is desirable that the uid pressure motor which acts to move the switch points to their full reverse positions and hold them there when a train trails CII the switch should have as small a stroke as pos- CII sible because higher fluid pressures can be obtained in this motor under these conditions. In Fig. 4, I have shown an alternative arrangement which may be used in place of the toggle links 6| and 62 and the iiuid pressure motor E shown in Fig. 3 and which makes possible the use of a smaller piston stroke. The arrangement shown in Fig. 4 comprises a plate 66 which is connected at one end to the front rod 63 to move therewith and which is provided with a notch 66a in one side. The notch 56EL is so arranged that when the switch points are moved to approximately three-quarters of their stroke toward their reverse positions, this notch will occupy such a position that a roller @l which is attached to the piston rod 68 of the motor E1 will be free to just enter the right-hand end of the notch. It will be seen, therefore, that with this arrangement when a train trails the switch, the fluid which is forced into the fluid pressure motor E1 due to the rotation of the device U1 will cause the roller 6l to cooperate with the notch 66a in a manner to force the switch points to their full reverse positions.

Although I have herein shown and described only three forms of apparatus embodying my invention, it is understood that various changes and modications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

l. In combination, a railway switch of the type adapted to be trailed, operating means for moving said switch between its two eXtreme positions including biasing means for yieldably urging said switch to the extreme position to which it is moved, a fluid pressure motor, linkage operatively connecting said motor with said switch in such manner that when a train trails said switch the piston of said motor will be moved in one direction during movement of the switch points to a position some distance beyond their mid stroke positions and then in the opposite direction during the balance of the movement of the switch points to their trailed positions, a valve in the end of said motor toward which said piston moves during its movement in said one direction effective when operated for disconnecting the adjacent end of said motor from atmosphere, and means for operating said valve Whenever a train trails said switch.

2. In combination, a. railway switch oi the type adapted to be trailed, operating means for moving said switch between its two eXtreme. positions including biasing means for yieldably urging said switch to the extremeposition to which it is moved, a fluid pressure motor, linkage operatively connecting said motor with said switch in such manner that when a train trails said switch the piston of said motor will be moved in one direction during movement of the switch points to a position some distance beyond their mid stroke positions and then in the opposite direction during the balance of the movement of the switch points to their trailed positions, and magnet valve in the end of said motor toward which said piston moves during its movement in said one direction effective when energized for disconnecting said cylinder from atmosphere, and an energizing circuit ior said magnet valve arranged to be completed by a train passing over said switch.

3,111 combination, a railway switch of the type adapted to Vbe trailed, operating means for moving saidswitch between its two extreme positions including biasing means for yieldably urging said switch to the extreme Vposition to which it is moved, a fluid pressure motor, linkage operatively connecting said motor with said switch in such manner that when a train trails said switchthe piston of said motor will be moved in one direction during movement of the switch points to approximately their three-quarters stroke position and then in the opposite direction during the balance of the movement of the switch points to their trailed positions, a valve in the end of said motor toward which said piston moves during its movement in said one direction effective when operated for disconnecting the adjacent end of said motor from atmosphere, and means for operating said valve whenever a train trails said switch.

4. In combination, a railway switch of the type adapted to bel trailed, operating means for moving said switch between its two extreme positionsv including. biasing means -for yieldably urging said switch to the extreme position to which it ismoved by said operating means, a uid pressure motor located in the trackway and operatively connected with said switch in such manner that when a train trails said switch the piston of said motor will be moved from one end of its stroke to the other during a portion of the movement of said switch toward its trailed position and then partway back toward said one positionduring the balance of the stroke of said switch towardits trailed position, means for normally connecting one end of said cylinder with atmosphere, and means for disconnecting said `one end of said cylinder from atmosphere while a train is trailing said switch, whereby when a train trails said switch fluid willbecome compressed in said motor during a part of the switch stroke and will then expand during the balance of the switch stroke to exert a force -on said switch whichopposes that due toV saidbiasing means'.

5. In combination, a railway switch of the type adapted'to` be trailed, a switch operating device movable between two extreme positions, resilient means for connecting said device with said switch in suchmanner that said switch will be biased by sai-d resilient means to one position or the other according as said operating device is moved to its one extreme position or its other extreme position, a biasing device located in the trackway and comprising a iiuid pressure motor containing a reciprocable piston biased to one end kof its stroke by a spring, linkage connecting said biasing device with said switch in such manner that said switch is normally biased by said biasing device to the position corresponding to said operating device but that if said switch is moved some distance past its mid stroke position by a trailing train said biasing device will then become effective to bias said switch toward its trailed position, a valve mounted in the end of said fluid pressure motor toward which said piston moves when it stresses the associated spring and effective when operated for disconnecting said motor from atmosphere, an-d means for operating said valve when a train trails said switch.

6. In combination, a railway switch 0i the type adapted to be trailed, a switch operating device movable between two extreme positions, resilient means for connecting said device with said Switch in such manner that said switch Cil will be biased by said resilient means to one position or the other according as said operating device is moved to its one extreme position or its other extreme position, a biasing device located in the trackway and comprising a fluid pressure motor containing a reciprocable piston biased to one end of its stroke by a compressed coil spring, linkage connecting said biasing device with said switch in such manner that said switch is normally biased to its nearest extreme position by said biasing device but that if a train trails said switch said biasing device will be effective to bias said switch to its initial position until said switch has been moved to approximately three-quarters of its stroke toward its trailed position whereupon said biasing device will then become effective to bias said switch toward its trailed position, a valve mounted in the end of said fluid pressuremotor toward which said piston moves when it compresses the associated spring and effective when operated for disconnecting said motor from atmosphere, and means for operating Vsaid valve when a train trails said switch. v

'7. In combination, a railway switch of the typeV adapted to be trailed, a switch operating device movable between two extreme positions, resilient means for connecting s aid device with said switch in such mannerV that said` switch will be biased to one extreme position or the other according as said device is moved to its one extreme position or its other. extreme position by said operating device, a biasing device located in the trackway, said biasing device comprising a fluid pressure motor containing a reciprocable piston biased to one end of its stroke by means of a spring, linkage connecting said biasing device With said switch in such manner that said switch is normally biased to its nearest extreme position by said biasing device during movement of said switch operatingdevice but that when said switch is moved by a trailing train said biasing device is then effective to `bias said switch to its original position until said switch has been moved some distance past its mid stroke position whereupon it becomes effective to bias s aid switch toward its trailed position, and a valve in one end of said motor effective for disconnecting said one end of said motor from atmosphere when a train trails said switch, whereby fluidv will become compressed ,inrsaid one end of said motor when a train trails the switch and will exert a force on the switch which aids that due to the spring of said biasing device in biasing the points toward their trailed positions. a a v 8, In combination, a railway switch of the type adapted to be trailed, a switch operating device movable between two extreme positions, resilient means for connecting said device with said switch in such mannerthat said switch will be biased to one extremeposition or the'other according as s aid device is moved toits one extreme position or its other extreme position by said operating device, a biasing device located in the trackway, said biasing device comprising a fluid pressure motor containinga reciprocable` position until said switch has been moved some distance past its mid stroke position whereupon it becomes effective to bias said switch toward its trailed position, and a valve in one end of said motor effective for disconnecting said one end of said motor from atmosphere when a train trails said switch, whereby fluid will become compressed in said one end of said motor when a train trails the switch and will exert a force on the switch which aids that due to the other biasing means of said biasing device in biasing the points toward their trailed positions, the parts being so proportioned that the total force exerted on the switch points by said biasing device when they are moved to their trailed positions will exceed the opposing force due to said resilient means.

9. In combination, a railway switch of the type adapted to be trailed, operating means for moving the switch between its two extreme positions including biasing means for yieldably urging the switch to the extreme position to which it is moved, a fluid pressure motor containing a piston biased to one end of its stroke by means of a spring, a first bell crank lever pivotally supported in the trackway and having one arm operatively connected with said operating means and the other arm pivotally connected with the cylinder of said fluid pressure motor, a second bell crank lever pivotally supported in the track- Way and having one arm operatively connected with said switch and the other arm operatively connected with the piston of said motor, the parts being so proportioned that when said switch is operated by said operating means said motor and said two levers form a first toggle which is effective to bias said switch to its nearest extreme position but that when a train trails the switch said motor and said second lever then form a second toggle which is effective to bias said switch to its original position until the switch points have been moved some distance beyond their mid stroke positions whereupon said second toggle then becomes effective to bias said switch to its trailed position, means for normally connecting one end of said motor with atmosphere, a valve effective when a train trails the switch for disconnecting said one end of said motor from atmosphere, whereby when a train trails said switch fluid will be compressed in said one end of said motor during a portion of the stroke of said switch toward its trailed position and will expand during the balance of the stroke of said switch toward its trailed position to increase the force exerted on the switch by said second toggle beyond that due to said spring.

l0. In combination, a railway switch of the type adapted to be trailed, operating means for moving the switch between its two extreme positions including biasing means for yieldably urging the switch to the extreme position to which it is moved, a fluid pressure motor containing a piston biased to one end of its stroke by means of a spring, a first bell crank lever pivotally supported in the trackway and having one arm operatively connected with said operating means and the other arm pivotally connected with the cylinder of said fluid pressure motor, a second bell crank lever pivotally supported in the trackway and having one arm operatively connected with said switch and the other arm operatively connected with the piston of said motor, the parts being so proportioned that when said switch is operated by said operating means said motor and said two levers form a rst `toggle which is effective to bias said switch toits nearest extreme position but that when a train trails the switch said motor and said second lever then form a second toggle which is effective -to bias said switch to its original position until the switch points have been moved some distance beyond their mid stroke positions whereupon said second toggle then becomes effective to bias said switch to its trailed position, meansfor normally connecting one end of said motor with atmosphere, a valve effective when a train trails the switch for disconnecting said one end of said motor from'atmosphere, whereby when a train trails said switch` iluid will become compressed in said one end of said motor during a portion of the stroke of said switch toward its' trailed position and will expand during the balance of the stroke of said switch toward its trailed position to increase the force exerted on the switch by said second toggle beyond that due tosaid spring, the parts being further so proportioned that the biasing force exerted on said switch by either toggle due to said spring at any time will be less than that which is exerted on said switch by said operating means but that the force which is exerted on Vsaid switch by said second toggle due both to said spring and the compressed iluid in said motor will exceed that which `is exerted on said switch by said operating means. y

ll. In combination, a railway switch comprising a pair of switch points, spring means operatively connected with the switch points for yieldably resisting movement of the points in opposite directions by a train trailing through the switch and for returning the switch points to their original positions after'the train has passed through the switch, biasing means operatively connected with the points for yieldably resisting movement of the points in opposite directions by a train trailing through the switch until the switch points have been moved past their mid stroke positions and for subsequently forcing the points to their trailed positions until after the train is completely past the switch, said biasing means including a fluid pressure motor in which fluid is compressed during a part of the movement of the switch points to their trailed positions and is allowed to expand during the balance of the stroke of the switch points to their trailed positions.

12, In combination, a railway switch comprising a pair of switch points, spring means operatively connected with the switch points for yieldably resisting movement of the points in opposite directions by a train trailing through the switch and for returning the switch points to their original positions after the train has passed through the switch, biasing means operatively connected with the points for yieldably resisting movement of the points in opposite directions by a train trailing through the switch until the switch'points have been moved past their mid stroke positions and for subsequently forcing'the points' to their trailed positions until after the train is completely past the switch, said biasing means including a fluid pressure motor in which fluid is compressed during a part of the movement of the switch points to their trailed positions and is allowed to expand during the balance of the stroke of the switch points `to their trailed positions, and a spring which biases the piston of said motor to one end of its stroke.

13. In combination, a railway switch comprising a pair oi switch points, spring means operativelycconnectedwith the switch points for yieldably resist-ing movement of the points in opposite directions by a train trailing through the switch and for Areturning the switch points to their original positions after the train has passed ythroughfthe i' switch, biasing means operatively connected with the points for yieldably resisting movement offthe points in opposite directions by aV train trailing `'th-rough the switch until the switch points have been moved past their mid strokel positions and for subsequently forcing the poi-nts to their trailed positions until after the train is completely past the switch, said biasing means including a fluid pressure motor in which fluid is compressed during a part of the movement of the switch points `to their trailed positions and is allowed to expand during the balance of the stroke of the switch points to their| trailed positions, and a valve in said motor controlled by the trailing train and effective after the trailing train has passed the switch to permit the compressed fluid to escape from said motor.

Allylin combination, a railway switch comprising a-pair of switch points connected by a head rod and movable between two extreme positions, a switch operating device movable between two extreme positions, and means including a spring connecting rod for connecting said device with said head rod, the combination with the aforementioned instrumentalities of a first iiuid pressurel motor pivotally supported at one end in the trackway and comprising a rst cylinder containing a first reciprocable piston, means for c onnecting said rst piston with said switch points in such manner that said iirst piston will be moved in one direction in said first cylinder during movement of said switch points toward their mid stroke positions and in the opposite dir-ection during movement of said switch points away from their mid stroke positions, a spring in said first cylinder opposing movement of said piston in said one direction, a second fluid pressure motor pivotally supported at one end in the trackway and comprising a second cylinder containinga second reciprocable piston, two toggle links 'each having one end pivotally connected with a piston rod attached to said second piston and one having its `tree end pivotally connected with said front rod and the other' having its free end pivoted on a fixed pin mounted in the trackway,` the partsvbeing so proportioned that the toggle formed by said toggle links will be collapsed and said second piston will be moved to said one end of said second cylinder when said switch occupies its one'extreme position, means for connecting said one end of said nrst cylinder with said one end of said second cylinder through a check valve, a'magn'et Valve for connecting said one end of both Acylinders with or disconnecting them from atmosphere, and'means for operating said magnet valve to disconnect said cylinders from atmosphere whenever a train trails the switch, whereby when the switch occupies its one extreme position and a train trails the switch said first motor .Will compress fluid during the movement of the switch points to their mid stroke positions and will supply this fluid to said second motor to cause said second motor to exert arforce onthe points which aids that due to said spring in biasing the switch to its other extreme position. i

15. In combination, a'railway switch comprising a pair of switch points connected by a head rodfand movable between two extreme positions, a switch operating device movable between two extreme positions, and means including a spring connecting rod for connecting said device with said head rod, the combination with the aforementioned instrumentalities of a first iluid pressure motor pivotally supported at one end in the trackway and comprising a rst cylinder containing a rst reciprocable piston, means for connecting said rst piston with said switch points in such manner that said first piston will be moved in one direction in said first cylinder during movement of said switch points toward their mid stroke positions and in the opposite direction during movement of said switch points away from their mid stroke positions, a spring in said rst cylinder opposing movement of said piston in said one direction, a second uid pressure motor pivotally supported at one end in the trackway and comprising a second cylinder containing a second reciprocable piston, two toggle links each having one end pivotally connected with a piston rod attached to said second piston and one having its free end pivotally connected with said iront rod and the other having its free end pivoted on a xed pin mounted in the trackway, the parts being so proportioned that the toggle formed by said toggle links will be collapsed and said second piston will be moved to said one end of said second cylinder when said switch occupies its one extreme position, means for connecting said one end of said iirst cylinder with said one end of said second cylinder through a. check valve, a magnet valve for connecting said one end of both cylinders with or disconnecting them from atmosphere, and means for operating said magnet valve to disconnect said cylinders from atmosphere whenever a train trails the switch, whereby when said switch occupies its one extreme position and a train trails the switch said rst motor will compress iluid during the movement of the switch points to their mid stroke positions and will supply this iiuid to said second motor to cause said second motor to exert a force on the switch which aids that due to said spring in biasing the switch to its other extreme position, the parts being so proportioned that the total force exerted on said switch by said spring and by said second motor will exceed that due to said spring connecting rod.

16. In combination, a railway switch comprising a pair of switch points connected by a front rod and movable between two extreme positions, a switch operating device movable between two extreme positions, and means including a spring connecting rod for connecting said device with said front rod, the combination with the aforementioned instrumentalities of a iirst fluid pressure motor pivotally supported at one end in the trackway and comprising a rst cylinder containing a first reciprocable piston, means for connecting said rst piston with said switch points in such manner that said rst piston will be moved in one direction in said rst cylinder during movement of said switch points toward their mid stroke positions and in the opposite direction during movement of said switch points away from their rnid stroke positions, a spring in said first cylinder opposing movement of said piston in said one direction, a second iluid pressure motor pivotally supported at one end in the trackway and comprising a second cylinder containing a second reciprocable piston, a piston rod secured to said second piston and provided at its outer end with a roller, a plate secured to said front rod and provided with a V-shaped notch which aligns with said roller when and only when said switch occupies its one extreme position, means for connecting one end of said rst cylinder with one end of said second cylinder through a check valve, a magnet valve for connecting said one end of both cylinders with or disconnecting them from atmosphere, and means for operating said magnet valve to disconnect said cylinders from atmosphere whenever a train trails the switch, whereby When said switch occupies its other extreme position and a train trails the switch said rst motor will compress luid during the movement of the switch points to their mid stroke positions and will supply this iluid to said second motor to cause said second motor to exert a force on the points through the medium of said roller and said notch which aids that due to said spring in biasing the points to their trailed positions.

17. In combination, a railway switch comprising a pair of switch points connected by a head rod and movable between two extreme positions, a switch operating device movable between two extreme positions, and means including a spring connecting rod for connecting said device with said head rod, the combination with the aforementioned instrumentalities of a rst fluid pressure motor pivotally supported at one end in the trackway and comprising a rst cylinder containing a first reciprocable piston, means for connecting said rst piston with said switch points in such manner that said first piston will be moved in one direction in said first cylinder during movement of said switch points toward their mid stroke positions and in the opposite direction during movement of said switch points away from their mid stroke positions, a spring in said Iirst cylinder opposing movement of said piston in said one direction, a second fluid pressure motor pivotally supported at one end in the trackway and comprising a second cylinder containing a second reciprocable piston, a piston rod secured to said second piston and provided at its outer end with a roller, a plate secured to said front rod and provided with a V-shaped notch which aligns with said roller when and only when said switch occupies its one extreme position, means for connecting one end of said rst cylinder with one end of said second cylinder through a check valve, a magnet valve for connecting said one end oi both cylinders with or disconnecting them from atmosphere, and means for operating said magnet valve to disconnect said cylinders from atmosphere whenever a train trails the switch, whereby when said switch occupies its other extreme position and a train trails the switch said rst motor will compress iiuid during the movement of the switch points to their mid stroke positions and will supply this fluid to said second motor to cause said second motor to exert a force on the points through the medium of said roller and said notch which aids that due to said spring in biasing the points to their trailed positions, the parts being so proportioned that the total force exerted on said switch by said spring and by said second motor will exceed that due to said spring connecting rod.

18. In combination, a railway switch oi the type adapted to be trailed, operating mechanism for moving said switch between its two extreme positions including biasing means for yieldably urging said switch to the extreme position to which it is moved, and biasing mechanism including a iiuid pressure motor supplied with iluid pressure by the movement of a train trailing said switch to apply to the switch a force which opposes and exceeds the force of said biasing means.

19. In combination, a railway switch of the type adapted to be trailed, operating mechanism for moving said switch between its two extreme positions including biasing means for yieldably urging said switch to the extreme position to which it is moved, and biasing mechanism including a uid pressure motor supplied with fluid pressure in response to a portion of the movement of the switch points toward their trailed positions when a train trails the switch to apply to the switch during the balance of the movement of the points a force which opposes and exceeds the force of said biasing means.

20. In combination, a railway switch of the type adapted to be trailed, operating mechanism for moving said switch between its two extreme positions including biasing means for yieldably urging said switch to the extreme position to which it is moved, and biasing mechanism including a uid pressure motor in which fluid pressure becomes compressed in response to a portion of the movement of the points toward their trailed positions by a trailing train and is allowed to expand during the balance of the movement of the points to their trailed positions to apply to the switch a force which opposes and exceeds the force of said biasing means.

21. The combination with a railway switch comprising a switch point movable between two extreme positions and an operating device connected with said switch point through resilient means for moving said switch point to either of s-aid extreme positions, of a cylinder containing a reciprocable piston, linkwork for connecting said cylinder and said piston with said operating device and said switch point respectively in such manner that said piston will move first in one direction and then in the other direction during movement of said switch point from either extreme position to the other, a valve in the one end of said cylinder toward which s-aid piston moves when it is moving in said one direction effective when closed for disconnecting said one end of said cylinder from atmosphere, and means for closing said valve while a train is trailing said switch, whereby when a train trails said switch fluid will become compressed in said one end of said cylinder during a part of the switch point stroke to its trailed position and will expand during the balance of the switch point stroke to its trailed position to exert a force on said switch point which opposes that clue to said resilient means.

22. The combination with a railway switch comprising a switch point movable between two extreme positions and an operating device connected with said switch point through resilient means for moving said switch point to either of said extreme positions, of a cylinder containing a reciprocable piston, linkwork for connecting said cylinder and said piston with said switch point in such manner that said piston will move from one end of its stroke to the other and then back to said one end during movement of said switch point from one extreme position to the other by said operating device but that when said switch point is moved from either extreme position to the other by a trailing train said piston will then move from one end of its stroke to the other and only partway back to said one end, a valve in the end of said cylinder toward which said piston moves when it is moving toward said other end of its stroke effective when closed for disconnecting said end from atmosphere, and means for closing said valve when a train trails said switch, whereby when a train trails said switch fluid will become compressed in said cylinder during a part of the stroke of said switch point and will expand during the balance of the stroke of the switch point to exert a force on the point which opposes that due to said resilient means.

23. The combination with a railway switch comprising a switch point movable between two extreme positions and an operating device connected with said switch point through resilient means for moving said switch point to either of said extreme positions, of a cylinder containing a reciprocable piston, linkwork for connecting said cylinder and said piston with said switch point in such manner that said piston will move from one end of its stroke to the other and then back to said one end during movement of said switch point from one extreme position to the other by said operating device but that when said switch point is moved from either extreme position to the other by a trailing train said piston will then move from one end of its stroke to the other and only partway back to said one end, a spring in said cylinder for biasing said piston to said one end of its stroke, a valve in the end of said cylinder toward which said piston .moves when it is moving toward said other end of its stroke effective when closed for disconnecting sadend from atmosphere, and means for closing said valve when a train trails said switch, whereby when a train trails said switch Huid will become compressed in said cylinder during a p-art of the stroke of-said switch point and will expand during the balance of the stroke of the switch point to exert a force on the point which opposes that due to said resilient means.

24. In combination, a railway switch of the type adapted to be trailed, means for biasing said switch to one extreme position, and biasing mechanism including a fluid pressure motor supplied with iluid pressure by the movement of a train trailing said switch from said one extreme position to apply to said switch a force which opposes and exceeds the force of said biasing means.

25. In combination, a railway switch of the type adapted to be trailed, means for biasing said switch to one extreme position, and biasing mechanism including a fluid pressure motor supplied with uid pressure in response to a portion of the movement of the switch away from said one position when a train trails said switch to apply to said switch a force which opposes and exceeds the force of said biasing means.

26. In combination, a railway switch of the type adapted to be trailed, means for biasing said switch to one extreme position, and biasing mechanism including a fiuid pressure motor in which fluid pressure becomes compressed in response to a portion of the movement of the switch away from said one position when a train trails said switch and is allowed to expand during the balance of the movement of said switch to apply to said switch a force which opposes and exceeds the force of said biasing means.

WALTER L. STOUT. 

